WO2019146001A1 - Procédé de commande de véhicule et système de commande de véhicule - Google Patents

Procédé de commande de véhicule et système de commande de véhicule Download PDF

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Publication number
WO2019146001A1
WO2019146001A1 PCT/JP2018/001985 JP2018001985W WO2019146001A1 WO 2019146001 A1 WO2019146001 A1 WO 2019146001A1 JP 2018001985 W JP2018001985 W JP 2018001985W WO 2019146001 A1 WO2019146001 A1 WO 2019146001A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
inter
control
distance
host vehicle
Prior art date
Application number
PCT/JP2018/001985
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English (en)
Japanese (ja)
Inventor
貴久 新井
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to US16/963,409 priority Critical patent/US11390279B2/en
Priority to CN201880085232.8A priority patent/CN111565991B/zh
Priority to JP2019567431A priority patent/JP6897803B2/ja
Priority to PCT/JP2018/001985 priority patent/WO2019146001A1/fr
Priority to EP18902454.0A priority patent/EP3744598A4/fr
Publication of WO2019146001A1 publication Critical patent/WO2019146001A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0095—Automatic control mode change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/406—Traffic density
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

Definitions

  • the present invention relates to a vehicle control method and a vehicle control system.
  • a traffic jam detection unit that detects that the travel path of the vehicle is congested, and a traffic jam detection unit that detects the traffic congestion, when the vehicle speed detected by the vehicle speed detection unit is a stopped state
  • a driving support system provided with control means for creeping the vehicle at a creep torque speed when the preceding vehicle starts and the inter-vehicle distance becomes equal to or greater than a predetermined distance.
  • an object of the present invention is to provide a vehicle control method capable of suppressing an interruption by another vehicle.
  • a vehicle control method that performs basic automatic operation control that automatically controls traveling of the host vehicle based on an inter-vehicle distance between the host vehicle and a preceding vehicle.
  • this vehicle control method when traffic congestion on the travel path of the host vehicle is detected, low torque travel control is performed to cause the host vehicle to travel with a drive torque lower than the drive torque determined based on basic automatic operation control.
  • the inter-vehicle distance exceeds a predetermined upper limit distance larger than the stop inter-vehicle distance which is a reference of starting or stopping of the host vehicle in the basic automatic operation control, the low torque travel control is switched to the basic automatic operation control.
  • a vehicle control system that automatically controls traveling of the host vehicle based on an inter-vehicle distance between the host vehicle and a preceding vehicle.
  • This vehicle control system comprises an inter-vehicle distance acquisition device for acquiring an inter-vehicle distance, a host vehicle speed acquisition device for acquiring a host vehicle speed, a vehicle speed difference acquisition device for acquiring a vehicle speed difference between a host vehicle and a preceding vehicle, and a host vehicle
  • a traffic jam information acquiring device for obtaining traffic jam information indicating whether or not the travel path of the vehicle is congested, and an automatic driving controller for controlling the traveling of the vehicle based on the inter-vehicle distance, the vehicle speed difference, and the traffic jam information .
  • the automatic driving controller determines that the inter-vehicle distance is larger than the stop inter-vehicle distance which is a reference for starting or stopping the own vehicle, it determines whether the traveling road is congested based on the congestion information. If it is determined that the traveling road is not congested, basic automatic operation control including inter-vehicle maintenance control is performed to maintain the inter-vehicle distance within a predetermined range based on the difference in vehicle speed between the own vehicle and the preceding vehicle. If this is the case, automatic driving control during heavy traffic, including low torque travel control for causing the vehicle to travel with a driving torque lower than the driving torque determined based on basic automatic driving control, is executed. When the predetermined upper limit distance larger than the time setting inter-vehicle distance is exceeded, the control is switched from the traffic automatic operation control to the basic automatic operation control.
  • FIG. 1 is a diagram for explaining the configuration of a vehicle control system according to the present embodiment.
  • FIG. 2 is a flowchart for explaining the flow of the vehicle control method according to the present embodiment.
  • FIG. 3 is a flowchart for explaining the flow of basic operation control.
  • FIG. 4 is a map for explaining the relationship of control parameters set in the inter-vehicle maintenance control.
  • FIG. 5 is a diagram for explaining a control mode of the host vehicle determined in accordance with the inter-vehicle distance Dv in the basic driving control.
  • FIG. 6 is a flow chart for explaining the flow of traffic control during heavy traffic.
  • FIG. 7 is a timing chart for explaining the temporal change of each parameter in the traffic control during traffic control of the present embodiment and the control of each comparative example.
  • FIG. 8 is a diagram showing a comparison of the relationship between the inter-vehicle distance and the host vehicle acceleration in the control of the present embodiment and the control of each comparative example.
  • FIG. 1 is a block diagram of a vehicle control system 10 according to the first embodiment.
  • the vehicle control system 10 includes an automatic driving switch 1, a vehicle speed sensor 2 functioning as a host vehicle speed acquisition device, a surrounding information detection device 3 functioning as an inter-vehicle distance acquisition device and a vehicle speed difference acquisition device, It is equipped with the operation detection means 4, the receiver 5, the traveling control apparatus 6, and the automatic driving controller 20, and is mounted in a vehicle (it calls "the own vehicle” below).
  • the vehicle equipped with the vehicle control system 10 includes an internal combustion engine (hereinafter, referred to as an engine) as a drive source, and travels with a driving force generated by the engine.
  • an engine an internal combustion engine
  • the automatic driving switch 1 is a switch for switching between the start and the end of an automatic driving mode in which acceleration (including start or stop) is automatically performed regardless of the operation of the driver.
  • the automatic driving switch 1 is provided at a position where operation by a driver or the like is possible in the vehicle compartment.
  • the switch operation information related to on / off of the automatic operation switch 1 is output to the automatic operation controller 20.
  • the vehicle speed sensor 2 is a sensor that detects the vehicle speed Vs_s of the host vehicle, and constitutes the vehicle speed acquisition device of the present embodiment.
  • the vehicle speed sensor 2 is configured of, for example, a pulse generator such as a rotary encoder that measures the wheel speed.
  • the wheel speed information detected by the vehicle speed sensor 2 is output to the automatic driving controller 20.
  • the surrounding information detecting device 3 recognizes surrounding information of a preceding vehicle, a traffic light, etc. existing in front of the host vehicle.
  • the surrounding information detection device 3 detects the inter-vehicle distance Dv and the vehicle speed difference ⁇ Vs between the host vehicle and the preceding vehicle.
  • the surrounding information detection device 3 is configured of, for example, a radar device. Then, the peripheral information detection device 3 calculates the inter-vehicle distance Dv and the vehicle speed difference ⁇ Vs between the host vehicle and the preceding vehicle from the measurement value obtained using the radar, and outputs the calculated value to the automatic driving controller 20.
  • the automatic driving controller 20 may perform the calculation of the inter-vehicle distance Dv and the vehicle speed difference ⁇ Vs from the measured value using this radar.
  • the driving operation detection means 4 includes an accelerator pedal sensor 4A that detects an operation of an accelerator pedal by the driver and an amount of the operation, and a brake pedal sensor 4B that detects an operation of the brake pedal by the driver and the amount of the operation.
  • the driving operation detection means 4 outputs a detection signal of the accelerator pedal sensor 4A and a detection signal of the brake pedal sensor 4B to the automatic driving controller 20.
  • the receiving device 5 receives, from the navigation server 100 installed outside the vehicle control system 10, congestion information of the traveling route on which the vehicle travels.
  • the navigation server 100 detects, for example, position information of the vehicle by a GPS (global positioning system), and generates congestion information indicating whether or not the traveling path of the vehicle is congested based on the detected position information. It is a known traffic congestion information detection system.
  • the travel control device 6 includes an engine controller 6A and a brake controller 6B.
  • the engine controller 6A controls the throttle valve opening degree of the engine as a drive source based on the command (target acceleration ⁇ _t) from the automatic driving controller 20.
  • the brake controller 6B controls the braking force by adjusting the hydraulic pressure of the hydraulic brake or the amount of regenerated electric power by the regenerative brake based on the command (target acceleration ⁇ _t) from the automatic driving controller 20.
  • the engine controller 6A is programmed to be able to control the throttle valve opening based on the detection signal of the accelerator pedal sensor 4A from the viewpoint of accepting the normal driving operation (non-automatic driving) of the host vehicle by the driver.
  • the brake controller 6B is programmed to be able to control hydraulic brakes and the like based on a detection signal of the brake pedal sensor 4B.
  • the automatic driving controller 20 detects that the automatic driving switch 1 is in the ON state, the vehicle speed Vs_s of the host vehicle detected by the vehicle speed sensor 2 and the preceding vehicle detected or measured by the peripheral information detection device 3. Based on the inter-vehicle distance Dv, the vehicle speed difference ⁇ Vs, and the traffic congestion information received by the receiving device 5, the traveling of the host vehicle is automatically controlled.
  • the autonomous driving controller 20 calculates a target acceleration ⁇ _t which is an acceleration (including deceleration) to be aimed by the host vehicle based on the various information, and applies the target acceleration ⁇ _t to the traveling control of the host vehicle. It outputs to the traveling control device 6 as a command value.
  • the automatic driving controller 20 when the automatic driving switch 1 is in the ON state, the automatic driving controller 20 outputs a command related to the driving of the host vehicle to the traveling control device 6, and the traveling control device 6 outputs this command. It controls each actuator such as the throttle valve based on it.
  • each automatic driving control by the automatic driving controller 20 is prioritized over each operation based on the driver's operation.
  • the travel control device 6 and / or the autonomous driving controller 20 may be programmed to give priority to control of the actuator.
  • the automatic driving controller 20 has two control modes of basic operation control according to a normal automatic operation control logic and traffic control performed when traffic is detected.
  • basic driving control is control based on automatically adjusting the traveling (in particular, acceleration) of the host vehicle from the viewpoint of suppressing a rear-end collision to a preceding vehicle and an interruption by another vehicle.
  • the automatic driving controller 20 sets, for example, the legal speed as the target vehicle speed.
  • the target acceleration ⁇ _t is calculated so that the vehicle speed Vs_s approaches the target vehicle speed.
  • the automatic driving controller 20 outputs to the travel control device 6 a command for giving the host vehicle a driving torque relatively lower than the driving torque determined based on the basic driving control.
  • a command to give the vehicle the so-called creep torque as the driving force is output to the traveling control device 6. Therefore, in a traffic jam, the host vehicle travels at a creep vehicle speed (for example, several km / h) that can be realized by the creep torque.
  • the automatic driving controller 20 switches to basic driving control when the inter-vehicle distance Dv satisfies a predetermined condition in traffic control during heavy traffic.
  • the automatic operation controller 20 is configured by a microcomputer provided with a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM) and an input / output interface (I / O interface).
  • the automatic driving controller 20 may be configured by one microcomputer or may be configured by a plurality of microcomputers.
  • the autonomous driving controller 20 is programmed to be able to execute each step (steps shown in FIG. 2, FIG. 3, and FIG. 6) in the vehicle control method of the present embodiment.
  • steps shown in FIG. 2, FIG. 3, and FIG. 6 the vehicle control method of this embodiment executed by the automatic driving controller 20 will be described in more detail.
  • FIG. 2 is a flowchart for explaining the flow of the vehicle control method according to the present embodiment. In addition, each step described below is repeatedly performed in a predetermined calculation cycle.
  • step S110 the automatic driving controller 20 determines whether the automatic driving switch 1 is turned on. When the automatic driving controller 20 determines that the automatic driving switch 1 is not turned on, the routine ends. On the other hand, when it is determined that the automatic driving switch 1 is turned on, the automatic driving controller 20 executes the process of step S120.
  • step S120 the automatic driving controller 20 determines whether the inter-vehicle distance Dv between the preceding vehicle ahead and the own vehicle on the traveling path on which the own vehicle travels is larger than the predetermined inter-vehicle distance Dv_1. Determine
  • the target acceleration ⁇ _t ( ⁇ 0) is set to stop the own vehicle when the inter-vehicle distance Dv becomes equal to or less than the set inter-vehicle distance Dv_1 when the vehicle is stopped.
  • the stopping inter-vehicle distance Dv_1 is set to such an extent that the steering operation can be performed while advancing the own vehicle. It can be set to a size (for example, equivalent to the length of an average full-length vehicle 1 to 1.5 cars).
  • step S120 the process returns to step S110.
  • the automatic driving controller 20 may instruct the brake controller 6B to perform the brake operation.
  • step S130 when the autonomous driving controller 20 determines that the inter-vehicle distance Dv is larger than the stop inter-vehicle distance Dv_1, the process proceeds to step S130.
  • step S130 the automatic driving controller 20 determines whether the traveling road is congested. If the autonomous driving controller 20 determines that the traveling road is not congested, it shifts to the basic operation control of step S140. On the other hand, when the automatic driving controller 20 determines that the traveling road is congested, the operation shifts to the traffic control at step S150.
  • the automatic driving controller 20 executes basic driving control or driving control during heavy traffic according to the presence or absence of heavy traffic on the traveling path. First, basic operation control will be described.
  • FIG. 3 is a flowchart for explaining the flow of basic operation control.
  • step S141 the automatic driving controller 20 executes an inter-vehicle maintenance control.
  • FIG. 4 is a map for explaining the relationship of control parameters set in the inter-vehicle maintenance control.
  • the automatic driving controller 20 sets the target acceleration ⁇ _t larger as the vehicle speed difference ⁇ Vs (Vs_a ⁇ Vs_s) increases. That is, the autonomous driving controller 20 sets the target acceleration ⁇ _t such that the inter-vehicle distance Dv approaches the above-described previously set target inter-vehicle distance Dv_t. In particular, when the inter-vehicle distance Dv becomes equal to the target inter-vehicle distance Dv_t, the target acceleration ⁇ _t is set so as to make the vehicle speed difference ⁇ Vs zero in order to maintain this state.
  • step S142 the automatic driving controller 20 determines whether the inter-vehicle distance Dv is smaller than a preset deceleration control threshold Dv_low.
  • the deceleration control threshold Dv_low is a value that is set larger as the vehicle speed Vs_s is larger (see a solid line graph in FIG. 5 described later). This can prevent, for example, the host vehicle from catching up with the preceding vehicle without rapidly decelerating even when the preceding vehicle suddenly stops (when the vehicle speed Vs_a of the preceding vehicle becomes zero in a short time) This is to ensure the braking distance more reliably.
  • the deceleration control threshold Dv_low is a reference value of the inter-vehicle distance Dv for determining whether to decelerate the host vehicle as described above
  • the set inter-vehicle distance Dv_1 as a reference value for stopping the host vehicle It is set to a value exceeding.
  • step S142 If the autonomous driving controller 20 determines that the inter-vehicle distance Dv is equal to or greater than the deceleration control threshold Dv_low (No in step S142), the autonomous driving controller 20 returns to step S141 and continues the above-mentioned inter-vehicle maintenance control. On the other hand, when determining that the inter-vehicle distance Dv is smaller than the deceleration control threshold Dv_low (Yes in step S142), the automatic driving controller 20 executes the process of step S143.
  • step S143 the automatic driving controller 20 executes the deceleration control.
  • the target acceleration ⁇ _t is set so as to set the vehicle speed Vs_s to a lower value (higher than the creep vehicle speed) than the value determined under the inter-vehicle maintenance control. Therefore, when the detected vehicle speed Vs_s is a value set under the inter-vehicle maintenance control or a value close thereto, the autonomous driving controller 20 calculates the target acceleration ⁇ _t as a negative value.
  • the target acceleration ⁇ _t in the deceleration control can be set to any value from the viewpoint of the current vehicle speed Vs_s of the host vehicle being lower than the vehicle speed set under the inter-vehicle distance maintenance control.
  • the target acceleration ⁇ _t may be set so that the absolute value of the target acceleration ⁇ _t is equal to or less than a predetermined value from the viewpoint of appropriately suppressing both the host vehicle catching up with the preceding vehicle and the rapid deceleration.
  • the target acceleration ⁇ _t in the deceleration control is such that the vehicle speed Vs_s becomes zero when the inter-vehicle distance Dv reaches the vehicle-stop inter-vehicle distance Dv_1 from the viewpoint of smoothly performing the stop of the own vehicle in the stop control described later. It may be calculated.
  • step S144 the autonomous driving controller 20 determines whether or not the inter-vehicle distance Dv is equal to or less than the stop inter-vehicle distance Dv_1. That is, under the deceleration control, the automatic driving controller 20 determines whether the inter-vehicle distance Dv has narrowed to such an extent that it can determine that the host vehicle should be stopped.
  • step S145 when the autonomous driving controller 20 determines that the inter-vehicle distance Dv is not equal to or less than the set-at-vehicle distance Dv_1 when stopped, the process returns to step S142. On the other hand, when the autonomous driving controller 20 determines that the inter-vehicle distance Dv is equal to or less than the stop inter-vehicle distance Dv_1, the automatic driving controller 20 executes the stop control of step S145.
  • FIG. 5 is a view for explaining a control mode of the host vehicle determined in accordance with the inter-vehicle distance Dv in the basic driving control described above.
  • inter-vehicle maintenance control in a region where the inter-vehicle distance Dv exceeds the deceleration control threshold Dv_low, inter-vehicle maintenance control (step S141), the inter-vehicle distance Dv is less than the deceleration control threshold Dv_low and the vehicle stops
  • the deceleration control step S143 is performed in the area exceeding the time setting inter-vehicle distance Dv_1, and the stop control (step S145) is performed in the area where the inter-vehicle distance Dv is less than the stop inter-vehicle distance Dv_1.
  • step S130 when the autonomous driving controller 20 determines that the traveling road is congested in step S130, it shifts to the congested driving control in step S150.
  • FIG. 6 is a flow chart for explaining the flow of traffic control during heavy traffic.
  • the automatic driving controller 20 executes low torque travel control.
  • the low torque traveling control in the present specification is control for driving the vehicle with a driving torque lower than the driving torque according to the target acceleration ⁇ _t set in the inter-vehicle maintenance control of the basic operation control described above. . That is, in the low torque travel control, the host vehicle is controlled to travel at a lower power than the basic operation control in which the host vehicle follows the preceding vehicle based on the above-described inter-vehicle distance Dv. Fuel consumption is higher than when driving.
  • so-called creep travel control is executed as the low torque travel control, in which the host vehicle travels with creep torque which is torque generated when the engine as a drive source is idling. That is, the automatic driving controller 20 instructs the traveling control device 6 to drive the host vehicle by the creep torque.
  • the fuel consumption is approximately equivalent to the fuel consumption in the idling state of the engine, since the vehicle is driven by the creep torque which is inevitably generated in the idling state of the engine. Therefore, the fuel consumption under creep travel control becomes smaller compared to the fuel consumption under the basic operation control described above.
  • the preceding vehicle starts from the stopped state of the preceding vehicle and the own vehicle, and the inter-vehicle distance Dv is set to the inter-vehicle distance Dv_1 when the vehicle stops.
  • the inter-vehicle distance Dv becomes equal to or less than the stopping inter-vehicle distance Dv_1 again, and the own vehicle is stopped (FIG. 3) Step S144 and step S145). For this reason, start or stop of the host vehicle is repeated, which may lead to deterioration of fuel consumption.
  • the creep traveling control is performed by executing the congestion control.
  • the leading vehicle is followed at the creeping vehicle speed while suppressing the fuel consumption amount due to the traveling of the host vehicle to be equivalent to the fuel consumption amount in the idling state. It becomes possible.
  • the creep vehicle speed is a low value of about several kilometers because it is generated by the creep torque that can be obtained when the engine is idling. Then, even in a traffic jam, it may be assumed that the distance between the leading vehicle and the preceding vehicle may increase according to the condition of the traveling road, and the vehicle speed Vs_a of the leading vehicle may increase to some extent.
  • the automatic driving controller 20 of the present embodiment executes the processing of step S152 and subsequent steps from the viewpoint of suppressing such an interrupt.
  • step S152 the automatic driving controller 20 determines whether the inter-vehicle distance Dv exceeds the creep traveling inter-vehicle upper limit distance Dv_2 as the predetermined upper limit distance.
  • the creeping inter-vehicle upper limit distance Dv_2 is a reference for determining whether the inter-vehicle distance Dv is extended to a degree that promotes an interruption between the preceding vehicle and the host vehicle by the other vehicle under creep traveling control. It is a value to be set. That is, the creeping vehicle upper limit distance Dv_2 is set to a value at which it is considered that an effect of suppressing an interrupt by another vehicle can be obtained if the inter-vehicle distance Dv is equal to or less than the creeping vehicle upper limit distance Dv_2. A value determined experimentally or empirically in advance can be used as the creeping vehicle upper limit distance Dv_2.
  • the creeping inter-vehicle upper limit distance Dv_2 can be set to about three times the average length of the vehicle.
  • the upper limit distance Dv_2 between creeping vehicles can be set to about three times the size of a light vehicle (for example, a vehicle having a total length of 3.4 m or less) having a relatively short total length, an interrupt suppressing effect independent of other vehicles is obtained. It can be demonstrated.
  • creep travel control is executed on the premise that the inter-vehicle distance Dv is larger than the stop inter-vehicle distance Dv_1 at which the host vehicle should be stopped. Therefore, the creeping inter-vehicle upper limit distance Dv_2 is set to a value larger than at least the vehicle-stopping inter-vehicle distance Dv_1.
  • step S152 when the autonomous driving controller 20 determines that the inter-vehicle distance Dv exceeds the creep traveling inter-vehicle upper limit distance Dv_2 in step S152, the process proceeds to step S153.
  • step S153 the automatic driving controller 20 switches the traffic control during heavy traffic to the basic driving control described above. That is, when the inter-vehicle distance Dv exceeds the creep travel inter-vehicle upper limit distance Dv_2, the automatic driving controller 20 ends the creep travel control and shifts to the above-described inter-vehicle maintenance control (step S141 in FIG. 3).
  • creep travel control is switched to inter-vehicle maintenance control (step S141) when the inter-vehicle distance Dv exceeds the creep travel inter-vehicle upper limit distance Dv_2. can do.
  • step S141 When the creep travel distance upper limit distance Dv_2> deceleration control threshold Dv_low is set, it is determined that Dv> Dv_2, and the operation control from traffic control to transition to basic operation control is performed via inter-vehicle maintenance control (step S141 in FIG. 3).
  • the determination result executed in step S142 is negative (Dv ⁇ Dv_low).
  • the automatic driving controller 20 maintains the inter-vehicle distance maintenance control (step S141) for at least a predetermined period.
  • step S141 when the creeping inter-vehicle upper limit distance Dv_2 ⁇ deceleration control threshold Dv_low is set, Dv> Dv_2 is determined, and when transitioning from traffic control during heavy traffic to basic operation control, inter-vehicle maintenance control (step S141 in FIG. 3) is performed.
  • the determination result executed in step S142 is negative (Dv ⁇ Dv_low).
  • the automatic driving controller 20 executes the creep travel control substantially immediately after the transition to the basic operation control.
  • the host vehicle is controlled at a vehicle speed Vs_s higher than the creep vehicle speed in creep travel control, so excessive distance spread of the inter-vehicle distance Dv is suppressed and interruption by other vehicles is suppressed. Can.
  • the automatic driving controller 20 determines that the inter-vehicle distance Dv is equal to or less than the creeping inter-vehicle upper limit distance Dv_2 in the step S152, the step S154 and subsequent steps pertaining to determining whether to stop the own vehicle or continue the creep traveling control. Perform the processing of
  • step S154 the automatic driving controller 20 determines whether the inter-vehicle distance Dv is less than or equal to the vehicle-stop time inter-vehicle distance Dv_1.
  • the automatic driving controller 20 continues the creep travel control.
  • the autonomous driving controller 20 determines that the inter-vehicle distance Dv is equal to or less than the stop inter-vehicle distance Dv_1
  • the automatic driving controller 20 executes the stop control of step S155.
  • the automatic driving controller 20 sets the distance between vehicles when the vehicle is to be stopped, as in the case of the stop control (step S145 in FIG. 3) described in the basic operation control. Control is performed to stop the host vehicle when the distance Dv_1 or less.
  • FIG. 7 is a control mode based on the traffic control at a traffic jam (refer to FIG. 6) of the present embodiment (hereinafter, also simply described as “example”) and each parameter related to the traveling of the vehicle by the control of each comparative example. It is a timing chart explaining time-dependent change of.
  • Comparative Example 1 shown in the figure is an example in which the traveling of the vehicle is controlled according to the basic operation control logic without performing the creep traveling control even at the time of traffic congestion.
  • Comparative Example 2 controls the traveling of the vehicle in a mode in which the creep traveling control is executed at the time of traffic congestion, and the switching process from the creep traveling control to the basic operation control (the process of step S153 of FIG. 6) is not executed. This is an example of
  • acceleration operation an operation amount (hereinafter referred to as “acceleration operation”) to the actuator (injector, hydraulic brake, etc.) by the traveling control device 6 (FIG. 1) based on the target acceleration ⁇ _t calculated by the automatic driving controller 20. (Also referred to as “quantity”).
  • FIG. 7B shows a change of the accelerator opening APO in accordance with the accelerator operation of the driver.
  • FIG. 7C shows the change of the vehicle speed Vs_s of the host vehicle.
  • FIG. 7D shows the change in the inter-vehicle distance Dv.
  • FIG. 7 (e) shows the change in fuel consumption.
  • FIGS. 7 (a) to 7 (e) the change with time of each parameter of the vehicle under the control of the embodiment is shown by a solid line graph. Furthermore, the time-dependent change of each parameter of the own vehicle by control of the comparative example 1 is shown with a dotted line graph. Moreover, the time-dependent change of each parameter of the own vehicle by control of the comparative example 2 is shown with a broken line graph.
  • Comparative example 1 First, when the inter-vehicle distance Dv exceeds the vehicle-stop time set inter-vehicle distance Dv_1 at time t1, for example, when the preceding vehicle starts moving, inter-vehicle maintenance control based on the basic operation control (control in step S141 of FIG. 3) is executed. In Comparative Example 1, creep travel control is not selected even during traffic congestion, so after the host vehicle has started, inter-vehicle maintenance control is basically maintained.
  • the fuel consumption amount also becomes relatively large by setting the acceleration operation amount large (dotted line in FIG. 7E).
  • the required torque has a large fuel consumption immediately after the start (in the vicinity of time t1).
  • the inter-vehicle maintenance control that controls the traveling of the host vehicle based on the inter-vehicle distance Dv during a traffic jam, the host vehicle is repeatedly started or stopped depending on the repetition of the start or stop of the preceding vehicle. It will be. Therefore, in the control of Comparative Example 1, the control of increasing the fuel consumption amount particularly immediately after the start is repeated, and the fuel consumption is deteriorated.
  • Creep travel control is executed at time t1. That is, the amount of acceleration operation is set to a magnitude corresponding to the creep torque (broken line in FIG. 7A). For this reason, the vehicle speed Vs_s is controlled to the creep vehicle speed (broken line in FIG. 7C). Therefore, when the preceding vehicle is traveling at a vehicle speed Vs_a exceeding the creep vehicle speed, the inter-vehicle distance Dv increases with time (broken line in FIG. 7D).
  • the inter-vehicle distance Dv increases to such an extent that the interruption of another vehicle is promoted (broken line in FIG. 7D). Therefore, it is assumed that an accelerator operation is performed to reduce the inter-vehicle distance Dv by the driver.
  • the vehicle speed Vs_s increases (broken line in FIG. 7C) along with the increase in the accelerator opening APO (broken line in FIG. 7B) due to the driver's accelerator operation.
  • the accelerator operation is performed such that the acceleration becomes higher than the target acceleration ⁇ _t set according to the inter-vehicle maintenance control based on the basic operation control. Be done. Therefore, since the fuel consumption amount until the inter-vehicle distance Dv reaches the target inter-vehicle distance Dv_t becomes large after time t2 (broken line in FIG. 7D), the fuel consumption may be deteriorated.
  • the vehicle speed difference ⁇ Vs becomes larger than the desired value for bringing the inter-vehicle distance Dv closer to the target inter-vehicle distance Dv_t, and the inter-vehicle distance Dv continues to increase. It will be. Therefore, in this case, the distance between the preceding vehicle and the host vehicle is increased, and the interruption by another vehicle is promoted.
  • Example 10 The control at the time of traffic jam in the vehicle control method according to the present embodiment follows the control logic described in FIG. 2, FIG. 3 and FIG. Therefore, when the inter-vehicle distance Dv exceeds the stop-time inter-vehicle distance Dv_1 at time t1, traffic congestion is detected, and creep travel control (Yes in step S130 of FIG. 2 and FIG. Step S151) is performed.
  • step S152 when the inter-vehicle distance Dv exceeds the creep travel inter-vehicle upper limit distance Dv_2 at time t2 (Yes in step S152), operation control during heavy traffic is switched to basic operation control according to the logic in step S153. This point is different from Comparative Example 2 in point.
  • the above-described inter-vehicle distance maintenance control or deceleration control is executed based on the basic operation control.
  • the acceleration operation amount is calculated based on the target acceleration ⁇ _t calculated from the viewpoint of controlling the vehicle speed Vs_s suitably so that the inter-vehicle distance Dv reaches the target inter-vehicle distance Dv_t and rapid acceleration is not achieved. It is adjusted. Therefore, in the comparative example 2, the fuel consumption can be reduced as compared with the case where the acceleration operation amount according to the accelerator operation of the driver is set after time t2 (solid line in FIG. 7E).
  • the vehicle speed Vs_s of the host vehicle is basically set to be larger than the creep vehicle speed.
  • inter-vehicle distance Dv can be more quickly reached to target inter-vehicle distance Dv_t. That is, in the present embodiment, even when the inter-vehicle distance Dv exceeds the creep travel inter-vehicle upper limit distance Dv_2, it is possible to prevent the inter-vehicle distance Dv from excessively expanding, and to suppress an interruption by another vehicle.
  • the effect of the vehicle control method in a present Example is demonstrated in more detail.
  • FIG. 8 shows a comparison of the relationship between the inter-vehicle distance Dv and the target acceleration ⁇ _t in the control of the present embodiment and the control of each comparative example.
  • traveling control acceleration / deceleration
  • the driver's accelerator operation hereinafter referred to as “comparative example 3”
  • a graph of the target acceleration ⁇ _t when the above is not executed is shown by a two-dot chain line.
  • a graph of the target acceleration ⁇ _t in a case where the creep travel control is continued also after time t2 (hereinafter referred to as “comparative example 2 ′”) is indicated by a broken line. Furthermore, a graph of the target acceleration ⁇ _t in the case of the vehicle control method in the present embodiment is indicated by a solid line.
  • the target acceleration ⁇ _t at the time of creep travel control is regarded as zero including immediately after the start of the host vehicle.
  • the target acceleration ⁇ _t is a value set based on the acceleration operation amount by the accelerator operation performed by the driver from the viewpoint of narrowing the distance between the vehicle and the preceding vehicle according to the magnitude of the inter-vehicle distance Dv. That is, the target acceleration ⁇ _t is an index of the ease of being interrupted by another vehicle generally recognized by the driver.
  • the creeping vehicle upper limit distance Dv_2 is a distance set from the viewpoint of effectively suppressing an interruption by another vehicle. Then, as understood from the two-dot chain line graph in FIG.
  • the host vehicle is controlled based on the creep travel control (target acceleration ⁇ _t ⁇ 0) in the region of Dv_1 ⁇ Dv ⁇ Dv_2. . Therefore, the fuel consumption can be suppressed as compared with the case where the target acceleration ⁇ _t is set by the accelerator operation of the driver.
  • the inter-vehicle distance Dv is increased to such an extent that the creep travel inter-vehicle upper limit distance Dv_2 is exceeded, and the driver increases the accelerator operation amount to narrow the inter-vehicle distance Dv on average.
  • the inter-vehicle distance Dv may be further increased, which may promote an interruption between the preceding vehicle and the host vehicle by another vehicle.
  • the operation control during heavy traffic is switched to the basic operation control, and the creep travel control is canceled and the inter-vehicle maintenance control is performed.
  • the travel control of the host vehicle is executed based on this.
  • the target acceleration ⁇ _t is calculated to a value (target acceleration ⁇ _t) according to the magnitude of the inter-vehicle distance Dv, as shown by the solid line graph.
  • a vehicle control method having basic operation control (step S140) as basic automatic operation control for automatically controlling the traveling (acceleration) of the own vehicle based on the inter-vehicle distance Dv between the own vehicle and the preceding vehicle.
  • step S130 of FIG. 2 when traffic congestion on the travel path of the host vehicle is detected (Yes in step S130 of FIG. 2), the host vehicle travels at a drive torque lower than the drive torque determined based on basic automatic driving control. Creep travel control as torque travel control is executed (step S151 in FIG. 6), and creep travel as a predetermined upper limit distance at which the inter-vehicle distance Dv serves as a reference for starting or stopping of the host vehicle in basic automatic operation control If the inter-vehicle upper limit distance Dv_2 is exceeded (Yes in step S152 in FIG. 6), the creep travel control is switched to the basic automatic operation control (step S153 in FIG. 6).
  • the creep travel control can be switched to the basic automatic operation control.
  • creep traveling inter-vehicle upper limit distance Dv_2 is set to a size determined from the viewpoint of suppressing an interruption of another vehicle between the host vehicle and the preceding vehicle.
  • the creeping inter-vehicle upper limit distance Dv_2 can be set to be about three times as large as that of a standard passenger car, which is generally a criterion by which it is determined that the driver can interrupt the inter-vehicle. Thereby, the interruption by the other vehicle due to the increase of the inter-vehicle distance Dv can be suppressed more suitably.
  • the creeping inter-vehicle upper limit distance Dv_2 is set to be larger than a stop inter-vehicle distance Dv_1 which is a reference of starting or stopping of the host vehicle in the basic automatic operation control.
  • a region of the inter-vehicle distance Dv for executing the creep travel control of the own vehicle can be ensured more reliably. it can. Therefore, it is possible to more reliably execute switching from creep travel control to basic automatic operation control based on the creeping vehicle upper limit distance Dv_2.
  • the host vehicle is stopped when the inter-vehicle distance Dv is less than or equal to the set-inter-vehicle distance Dv_1 when the vehicle is stationary during creep travel control (No in step S152).
  • the traffic jam time control executed at the time of traffic jam step S150
  • the inter-vehicle distance Dv reaches the stopping time inter-vehicle distance Dv_1 where the own vehicle should be stopped You can stop your own vehicle.
  • a vehicle control system 10 that automatically controls the traveling of the own vehicle based on the inter-vehicle distance Dv between the own vehicle and the preceding vehicle, which is suitable for performing the vehicle control method (FIG. 1) is provided.
  • the vehicle control system 10 includes a peripheral information detection device 3 as an inter-vehicle distance acquisition device that acquires an inter-vehicle distance Dv between the own vehicle and a preceding vehicle, and a vehicle speed as an own vehicle vehicle speed acquisition device that acquires the vehicle speed Vs_s of the own vehicle.
  • a peripheral information detection device 3 as an inter-vehicle distance acquisition device that acquires an inter-vehicle distance Dv between the own vehicle and a preceding vehicle
  • a vehicle speed as an own vehicle vehicle speed acquisition device that acquires the vehicle speed Vs_s of the own vehicle.
  • the automatic driving controller 20 controls the travel of the host vehicle based on the reception device 5 as an acquisition device, the inter-vehicle distance Dv, the vehicle speed difference ⁇ Vs, the vehicle speed Vs_a of the preceding vehicle, and the traffic jam information.
  • Basic automatic operation control including inter-vehicle maintenance control (step S141 in FIG. 3) for maintaining the inter-vehicle distance Dv in a predetermined range based on (Vs_s) (step S140 in FIG. 3) If determined (No in step S130 of FIG.
  • step S150 in FIG. 6 The automatic driving control during heavy traffic (step S150 in FIG. 6) including the creep driving control (step S151 in FIG. 6) is executed, and the inter-vehicle distance Dv is predetermined to be larger than the setting inter-vehicle distance Dv_1 during the creeping control.
  • step S152 in FIG. 6 the creep travel distance upper limit distance Dv_2 as the upper limit distance is exceeded (Yes in step S152 in FIG. 6)
  • the control is switched from the traffic automatic operation control to the basic automatic operation control (step S153 in FIG. 6).
  • the vehicle control system 10 provides a specific configuration for executing the vehicle control method.
  • creep torque in a vehicle having an engine as a drive source is used as a driving force to drive the vehicle as low torque travel control for causing the vehicle to travel with a driving torque lower than the driving torque determined based on basic automatic driving control.
  • An example of executing creep travel control is described.
  • the low torque traveling control is performed from the viewpoint of suppressing fuel consumption by traveling at a low driving torque (low output) as compared to the case where the host vehicle is controlled based on basic automatic operation control at the time of traffic congestion. If it is control, it will not be limited to creep traveling control.
  • the traveling path on which the host vehicle travels depending on the conditions (asphalt, gravel, snow road, and slope) of the traveling path on which the host vehicle travels, it is higher than the creep torque from the viewpoint of starting the host vehicle in low torque travel control and traveling at a vehicle speed equivalent to creep speed.
  • the vehicle may be made to travel by the required drive torque instead of the creep torque.
  • the host vehicle is a vehicle having an engine as a drive source.
  • the host vehicle is an electric vehicle having an electric motor as a drive source or a hybrid vehicle having an electric motor and an engine as a drive source.
  • the configuration of the present embodiment can be similarly applied.
  • the autonomous driving controller 20 drives the host vehicle with a drive torque equivalent to the creep torque or A required driving torque higher than the creep torque is calculated as a target torque of the electric motor according to the condition of the traveling path described above, and various actuators such as an inverter are controlled to realize the calculated target torque.
  • the automatic driving controller 20 travels the vehicle so as to reproduce the creep torque generated in the idling state in the vehicle having the engine as a drive source under low torque traveling control. Control. Therefore, as in the case of the above-described embodiment, the fuel consumption (electric cost) is improved in the low torque travel control as compared with the case where the host vehicle is controlled based on the basic automatic operation control.
  • the automatic driving controller 20 ends the low torque travel control when the inter-vehicle distance Dv exceeds the predetermined upper limit distance (creep traveling inter-vehicle upper limit distance Dv_2), similarly to the processing described in step S153 of FIG. Control to shift to maintenance control (step S141 in FIG. 3) is performed.
  • the flow of control shown by the flowchart of FIG.2, FIG3 and FIG.6 is an example, and can be variously changed within the technical scope of this invention.
  • the stop inter-vehicle distance Dv_1 used in the determination of step S120 of FIG. 2 the stop inter-vehicle distance Dv_1 used in the determination of step S144 of FIG. 3, and the stop time setting used in the determination of step S154 of FIG.
  • the inter-vehicle distance Dv_1 may be set to different values.
  • the inter-stop distance Dv_1 set at stop in the determination of step S120 is used as a reference of the inter-vehicle distance Dv to be started from the state in which the host vehicle is stopped regardless of traffic congestion. There is.
  • inter-vehicle distance Dv_1 set at stop in the determination of step S144 is used as a reference of the inter-vehicle distance Dv in the stop determination of the host vehicle under the deceleration control. Furthermore, the inter-vehicle distance Dv_1 set at stop in the determination of step S154 is used as a reference of the inter-vehicle distance Dv for the stop determination of the host vehicle under creep travel control.
  • the creeping inter-vehicle upper limit distance Dv_2 it is not limited to the value (for three vehicles) described in the above embodiment, as long as an effect of suppressing an interruption by another vehicle can be realized. It can be set to a value. For example, when the vehicle speed Vs_s of the own vehicle or the vehicle speed Vs_a of the preceding vehicle is relatively high, the possibility of interruption by another vehicle even if the same inter-vehicle distance Dv is compared with the case of relatively low speed Is expected to decline. Focusing on this point, the size of the creeping vehicle upper limit distance Dv_2 may be appropriately corrected based on the speed of the host vehicle Vs_s, the speed of the preceding vehicle Vs_a, or both of them.
  • the creep vehicle speed differs depending on the conditions of the road (asphalt, gravel, snow road, and slope).
  • the creeping inter-vehicle upper limit distance Dv_2 is set as a fixed value, the vehicle speed difference ⁇ Vs becomes larger and the inter-vehicle distance Dv becomes wider when the creeping vehicle speed decreases according to the condition of the traveling path as described above. Is assumed.
  • the creep traveling inter-vehicle upper limit distance Dv_2 may be corrected to be changed according to the condition of the traveling path.

Abstract

L'invention concerne un procédé de commande de véhicule permettant de réaliser une commande de conduite automatisée de base qui commande la conduite du véhicule hôte sur la base de la distance inter-véhicules entre le véhicule hôte et un véhicule précédent, dans lequel, lorsqu'une congestion routière est détectée sur la route sur laquelle le véhicule hôte se déplace, un déplacement à faible couple est réalisé et le véhicule hôte se déplace à un couple de conduite qui est inférieur au couple de conduite déterminé sur la base de la commande de conduite automatisée de base, et lorsque la distance inter-véhicules dépasse, pendant la commande de déplacement à faible couple, une distance de limite supérieure prédéterminée supérieure à une distance inter-véhicules établie à l'état arrêté, la commande de déplacement à faible couple est commutée vers la commande de conduite automatisée de base. La distance inter-véhicules établie à l'état arrêté sert de référence pour le démarrage ou l'arrêt du véhicule hôte dans la commande de conduite automatisée de base.
PCT/JP2018/001985 2018-01-23 2018-01-23 Procédé de commande de véhicule et système de commande de véhicule WO2019146001A1 (fr)

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US16/963,409 US11390279B2 (en) 2018-01-23 2018-01-23 Vehicle control method and vehicle control system
CN201880085232.8A CN111565991B (zh) 2018-01-23 2018-01-23 车辆控制方法及车辆控制系统
JP2019567431A JP6897803B2 (ja) 2018-01-23 2018-01-23 車両制御方法及び車両制御システム
PCT/JP2018/001985 WO2019146001A1 (fr) 2018-01-23 2018-01-23 Procédé de commande de véhicule et système de commande de véhicule
EP18902454.0A EP3744598A4 (fr) 2018-01-23 2018-01-23 Procédé de commande de véhicule et système de commande de véhicule

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